International Journal of Civil Engineering and Technology (IJCIET) Volume 8, Issue 6, June 2017, pp. 465–476, Article ID: IJCIET_08_06_051 Available online at http://iaeme.com/Home/issue/IJCIET?Volume=8&Issue=6 ISSN Print: 0976-6308 and ISSN Online: 0976-6316

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AN ANALYSIS OF TRAFFIC, TRANSPORTATION AND OPERATIONS OF NARGOLPORT, INDIA –A CASE STUDY

Dr. S. Ramachandran Rector-Strategy, AMET Business School, AMET University, Chennai India

S. Aravindan Ph.D Research Scholar, AMET Business School, AMET University, Chennai India

ABSTRACT A detailed analysis on cargo movement and traffic analysis on the existing ports in the Indian coast has been performed with reference to the Nargol Port, off Gujarat Coast. Vessel size analysis has been performed in order to know what type of vessel, expected to come to the port, in accordance with to Indian Port Association (2013 – 2014). The scenario at west coast coal ports are reviewed to understand the size of the vessels arriving at these ports. The west coast ports handle about 58% of total liquid bulk vessels which are called at Indian Major Ports of which majority is handled by Mumbai and Kandla From the analysis of the world wide fleet and the Indian scenario, the Indian ports are mostly serving vessel size ranging between 50000 to 80000 DWT which may be due to draft restriction and limited handling facilities. But the neighboring ports Mumbai and Kandla have facilities to serve vessels of 100000 DWT and above. Cape size vessels are expected to arrive in the Indian ports in the future; so considering the future scenario, design vessels sizes are recommended accordingly. This paper features on the various aspects of analysis made with reference to Nargol Port. Key words: Port Planning, Vessel Size, Traffic Analysis, Cargo Movement, Port Facilities Cite this Article Dr.S.Ramachandran and S.Aravindan An Analysis of Traffic, Transportation And Operations of Nargolport, India –A Case Study. International Journal of Civil Engineering and Technology, 8(6), 2017, pp. 465–476. http://iaeme.com/Home/issue/IJCIET?Volume=8&Issue=6

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1. INTRODUCTION Infrastructures, in the field of transportation, health, power, communication, water, energy etc. provide the basic services and facilities necessary for an economy to function [1]. Port infrastructures are essential components of the international trade and goods movement, providing services to ships and cargo. In the last 50 years, ports have evolved from being cargo loading and unloading locations to being crucial hubs in value-driven logistic-chain systems. They now are international logistic platforms acting as interfaces between production and consumption centers [2] as well as economic complexes wherein several industries operate [3]. A port is recognized as a complex set of functions that, while interacting with the life of the local community, is interwoven with national and international interests, not only with regard to traffic and trade relations, but also in terms of organization and financial matters [4]. Seaports of today are functionally regionalized systems [5] that are parts of wider transport networks and are embedded in supply chains [6]. Containerization (through unitization) has increased handling productivity, facilitated interchange between modes leading to efficient network connections, safe delivery, lowered costs, and fostered expansion of trade, and spurred globalization. Globalization, as a phenomenon, is defined as a substantial (exponential) ‘expansion of cross-border networks and flows’ [7]. It is instrumental for changes in consumption patterns and production locations as well as the shrinking cost of commercial transport, and has led to increasing world trade and cargo volumes. In short, while the Internet has revolutionized world communication, and changed the way we work and play, the invention of the container and the rise of container shipping have changed the balance of world trade, rewritten the rules of modern manufacturing, and transformed port and manufacturing cities around the world [8]. The top five reasons for future competitive advantage are said to be: the geographical location, intermodal logistics, cargo handling efficiency, port facilities and multi-service port. In order to capture the potential from convergence of the global economy and competitive markets, and consolidate a port’s position under changed requirements, in addition to improving overall efficiency in the port sector, there is a need to build up capacities through investment in infrastructure. Keeping up with the urgent investment requirements of modern port infrastructure has become a challenge for many ports [9]. As [10] states: “Sufficient infrastructure is required in order to provide sufficient service levels, while extra capacity is required to attract future growth.” In words of the Head of Terminal Strategy at Maersk Line [11]: “Today, having the right capacity and capabilities is integral to the long-term growth and success of ports. Ensuring that the nautical infrastructure, quay design, cranes and operational layout match the specifications of future vessels is essential for ports to get ahead of the curve.” The proposed port at Nargol will be catering for the requirements of industrial towns in Gujarat and nearby states. Based on the traffic forecast summary, provided by Price Waterhouse Coopers Private Limited (PWC), various commodities proposed to be handled at Nargol port are Coal, Containers, Ro-Ro, Liquid cargo, Iron/steel, Project cargo, Fertilizers & FRM and Cement, break bulk cargo and other general cargos[12]. Also, proposed Delhi Mumbai Industrial Corridor (DMIC) with a major industrial area identified at Val sad district augments much for the development of port at Nargol. Hence, this case study has been undertaken.

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1.1. Nargol Area Nargol (also: Nargole) is a village located in the southern region of the Indian state of Gujarat near the Maharashtra border, India. It lies about 150 kilometers (93 mi) North from Mumbai and around 400 kilometers (249 mi) from Ahmadabad on the Arabian Sea coast. Nargol beach is dotted with Casuarinas trees and the waters have a population of sea turtles. The nearest town is Vapid, located about 25 kilometers (16 mi), and the nearest airports are Daman and Surat. The nearest railway station is Sanjan, (about 11 kilometers from the village) with frequent train connections to both Mumbai in south and Gujarat in the north.

Figure. 1. Location of Nargol area The countryside surrounding Nargol is typical Indian countryside dotted with small farmhouses. Around Nargol, one can see water buffalos swimming in the rivers or quiet landscapes of dry savannah where only a few people have their homes. The beaches are wide and lonely sand beaches with big tidal water level differences. One can spot traditional small fishing boats that patrol the coast in search of fish. The village has palm trees too and the temperature is tropical. The seaside is part of the Gulf of Cambay (Gulf of Khambhat), which has very clouded waters with almost no visibility. This is possibly because of the large rivers that bring their humus to the sea around the bay. One of the most exciting new archaeological discoveries of the 21st century – an ancient city which is said to be over 9000 years old – has been found 30–40 meters under the sea. This is one of the main findings of the marine archaeology in the Gulf of Cambay. The Village has some good surroundings on all four sides. Arabian Sea to the West, Umbergaon to the south which is separated by a river. To the East is the Village of Sanjan which is known as the place where Paris’s first landed in India and to the North is Saronda. Saronda is a beautiful small village with a population of around 1200 and has a beautiful hill with forest covered all over it. It also has two beautiful Lakes and sea on the other side.

1.1.1. Geography of Nargol Port Nargol port is located at 20⁰14’45.39’’ N and 72⁰44’30.92’’ E. It has an average elevation of 5 meters (16 feet). It is about 400 km south from Gandhi nagar, 140 km from North to Mumbai and 120 km south of Surat.

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Figure 2 Location of Nargol Beach

1. 2. Climatic Factors of Nargol Port 1. Monthly mean wind speed at Dabanu varies from 9.4 kmph in Nov to 22.6 kmph in July and August. 2. Monthly mean wind speed is 14kmph or more during May to September at Dahanu IMD observatory. 3. The wind speed is between 1 – 19 kmph for 80% of days in a year at Dahanu observatory. The table gives the monthly mean speed at Dahanu IMD observatory. Table.1.1 gives the mean wind speed. 4. 26 % of the waves propagate from WSW direction. 5. The currents near the Gujarat Coasts set up to 1.5 knots during the north • east monsoon And up to 3 knots during south west monsoon.

Table 1 Mean wind speed Mean wind

Month speed(kmph) Predominant Wind Directions

Morning Evening

January 11.3 E,SE N,NW

February 11.7 E,SE N,NW

March 12.9 E,SE W,NW

April 13.7 E,SE W,NW

May 15.5 W,SW,SE W,SW

June 17.7 W,SW,SE W,SW

July 22.6 W,SW W,SW

August 22.6 W,SW W,SW

September 14.6 E,SE W,SW

October 10 E,SE N,W,NW November 9.4 E,SE N,NW December 10 E,SE N,NW

1.3. Bathymetry The bathymetry data of Nargol port are been given below. Very gently sloping seabed from east to west,

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5 m = 4290 m 10 m = 5680 m 15 m = 8110 m 20 m = 105720 m The depth of the seabed gradually increases from – 3 m CD to – 24 m CD in the survey area.

2. VESSEL SIZE ANALYSIS Vessel size analysis is been done in order to know what type of vessel will come to the port or expected to come to the port. It is done in accordance with to Indian Port Association (2013 – 2014). Vessel size analysis is done only for the Indian major ports and a conclusion is been made which is shown below.

2.1. Dry Bulk Cargo Dry bulk cargo vessel analysis is been done for the Indian major port and for the competitive ports of Nargol Port.

2.1.1. Dry bulk traffic handled in Indian ports

Figure 3 Dry Bulk Traffic Handled in Indian Ports. Figure .3 shows that majority of coal handled at India is at ports in East coast which comes about 75% and 25% in the West coast port and the traffic has also increased.

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2.1.2. Review of dry bulk carriers in Indi

Figure 4 Distribution of dry bulk carriers in Indian port. From Figure .4, it is inferred that, 1. About 33% of total dry bulk vessels calling at Indian port are below 50000 DWT. 6. Around 57% of total dry bulk vessels handled at Indian ports is between 50000-80000 DWT. 7. Vessels of size greater than 80000 DWT are of 10%.

2.1.3. Review of dry bulk carries at competing ports The scenario at west coast coal ports are reviewed to understand the size of the vessels arriving at these ports. The depth available at the coal berths of these ports presented in the Table. 2.0.

Table 2 Dry bulk berths details of neighboring ports Depth available at the dry bulk PORTS Design Vessel Sizes berths

Kandla 9.8 m to 12 m 35000-80000 DWT Mumbai 8.84 m to 9.14 m 80000 DWT

2.1.4. Review of dry bulk cargo carriers at Mumbai port The vessel size distribution of bulk carriers handled at Mumbai port is analyzed and is shown in Table .3

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Table 3 Dry bulk carriers handled in Mumbai port (2013 – 2014) Quantity (‘000 DWT Range No. of ships % share tones) % Composition Up to 10000 83 22 177 1 10001-20000 12 3 162 1 20001-30000 12 3 304 2 30001-40000 17 4 599 4 40001-50000 16 4 744 5 50001-80000 232 61 13457 84 80001-100000 7 2 568 6 Above 100000 - - - - TOTAL 379 100 16011 100 It is observed that, Mumbai handles around 4% of the traffic in India. Around 61% of the vessel size handled is of range 50000-80000 DWT. 3.1.3.2. Review of Dry bulk cargo carriers at Kendal port

Table 4 Distribution of dry bulk carriers at Kendal port (2013 -2014) Quantity (000 DWT Range No. of ships % share tones) % composition Up to 10000 36 6 254 1 10001-20000 59 9 904 3 20001-30000 98 16 2524 9 30001-40000 80 13 2768 10 40001-50000 52 8 2341 9 50001-80000 287 46 16118 56 80001-100000 6 1 499 2 Above 100000 11 2 1935 7 TOTAL 629 100 27343 100

From Table 4, it is observed that, Kendal handles around 6% of the traffic in India. Around 46% of the vessels are around 50000-80000 DWT. From the analysis of the world wide fleet and the Indian scenario, it is seen that, the Indian ports are mostly serving vessel size ranging between 50000 to 80000 DWT which may be due to draft restriction and limited handling facilities. But the neighboring ports Mumbai and Kandla have facilities to serve vessels of 100000 DWT and above. Cape size vessels are expected to arrive in the Indian ports in the future; so considering the future scenario the following design vessels sizes are recommended as shown in Table 5.

Table 5 Recommended Design Vessels Phase DWT LOA(m) Beam(m) Draft(m) Phase 1 1,20,000 260 43 15.3 Phase 2 1,50,000 273 43 17.5 Phase3 1,80,000 295 46 18.1

4. GENERAL CARGO VESSEL ANALYSIS General cargo vessel analysis is been done for the Indian major port and for the competitive ports of Nargol Port.

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4.1. Review of Indian general cargo Vessels

Figure 5 Distribution of General cargo carriers in Indian port From Figure .5. it is seen that, 1. About 48% of total general cargo vessels calling at Indian coast are below 10000 DWT. 8. Around 99% of the total general bulk cargo handled in the Indian port is below 80000 DWT.

4.2. Vessel size distribution of Indian General Cargo

Table 6 Vessel size distribution of general cargo in Indian Major Ports Ports Up to 10001 20001 30001 40001 50001 80001 Above total 10000 to to to to to To 100000 20000 30000 40000 50000 80000 100000 KOLKATA 225 55 3 3 1 16 - - 303 HALDIA 30 18 13 7 1 3 - - 72 PARADIP 7 15 - 1 - - - - 23 VIZAG 85 46 28 25 11 5 1 - 201 ENNORE 2 100 18 - - - - - 120 CHENNAI 118 198 76 21 10 7 - - 430 TUTICORIN 129 34 12 5 3 1 - - 184 COCHIN 432 11 4 9 10 2 3 1 472 NEW MANGALORE 20 14 13 11 3 2 - - 63 JNPT 252 6 ------258 MUMBAI 82 155 77 48 27 73 1 1 464 KANDLA 42 57 86 75 23 22 - - 305 TOTAL 1440 746 344 216 92 162 6 3 3009 Analyzing the above Table 6.0, it can be understood that mostly vessels below 40000 DWT are called at Indian major ports. Hence, the design vessel size for General Cargo is given as follows:

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Table 7 Design Vessel Size – General Cargo Phase DWT LOA(m) Beam(m) Draft(m) Phase 1 40000 200 30 11.5 Phase 2 & 3 60000 220 32 12.8

4.3. Container Cargo Container cargo vessel analysis is been done for the Indian major port and for the competing ports of Nargol Port.

4.3.1. Review of container traffic handled in Indian major ports

Figure 6 Distribution of container traffic handled in Indian Major Ports It is observed that JNPT handles about 35% of total container traffic in Indian ports.

4.3.2. Review of container vessels handled in Indian major ports

Figure 7 Distribution of container vessels handled in Indian major ports

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The following observations have been made from Figure 7. 1. 80% of the total vessels called at the Indian major ports are below 4166 TEUs. 2. 16% of the total container ships lie between 4166 to 6666 TEUs of which majority are handled by JNPT which is around 12% and the remaining by Cochin, Chennai and Visakhapatnam. 3. JNPT also handles container size more than 6666 TEUs, which is about 4%. 4. Majority of ships are below 833 TEUs. Vessels size above 8333 TEUs is also handled by JNPT.

4.3.3. Container vessel details at West coast Indian major ports

Table 8 Distribution of vessels in west coast Indian major ports

The following inferences are made after studying the above Table 3.8, 1. Among the west coast major ports, JNPT carries the maximum traffic i.e. 71% of the total. The maximum container cargo is carried by vessels in the range of 4166 TEUs to 6666 TEUs which is about 39%. 2. Only JNPT is handling container greater than 4166 TEUs among the west coast major ports. 3. Cochin port handles about 20% of the traffic where ship size between 833 TEUs to 2500 TEUs is greater about 32%. 4. Kendal port handles 2.4% of the traffic in which ship size up to 833 TEUs is greater. 5. Mormugao and New Mangalore port handles only 5% of the traffic. Analyzing the global scenario for the liquid cargo vessels, it has become evident that vessels up to the range of 50000 DWT forms the majority on sail now. Also it is clear that there is demand for smaller vessels. Considering the traffic to be handled at the port and the analysis of the vessels sizes, the facilities can be designed for the following vessel size.

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Table 9 Design vessel size – liquid cargo

Phase DWT LOA(m) Beam(m) Draft(m) Phase 1,2&3 40000 185 32 11.8

Table 10 Design Vessel Sizes for all cargo

5. CONCLUSIONS A comprehensive analysis on cargo movement and traffic analysis on the existing ports in the Indian coast has been performed with reference to the Nargol Port, off Gujarat Coast. The proposed port at Nargol will be catering for the requirements of industrial towns in Gujarat and nearby states. Based on the traffic forecast summary, provided by Price Waterhouse Coopers Private Limited (PWC), various commodities proposed to be handled at Nargol port are Coal, Containers, Ro-Ro, Liquid cargo, Iron/steel, Project cargo, Fertilizers & FRM and Cement, break bulk cargo and other general cargos. Vessel size analysis has been performed in order to know what type of vessel, expected to come to the port, in accordance with to Indian Port Association (2013 – 2014). The scenario at west coast coal ports are reviewed to understand the size of the vessels arriving at these ports. The west coast ports handle about 58% of total liquid bulk vessels which are called at Indian Major Ports of which majority is handled by Mumbai and Kandla.

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From the analysis of the world wide fleet and the Indian scenario, the Indian ports are mostly serving vessel size ranging between 50000 to 80000 DWT which may be due to draft restriction and limited handling facilities. But the neighboring ports Mumbai and Kandla have facilities to serve vessels of 100000 DWT and above. Cape size vessels are expected to arrive in the Indian ports in the future; so considering the future scenario, design vessels sizes are recommended accordingly. This analysis serve as a base for further planning of Nargol Port development.

ACKNOWLEDGEMENTS The authors wish to acknowledge the AMET University for providing the necessary facilities to perform this research work.

REFERENCES

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